Automatic steering system



9 Sheets-Sheet l 45 mvemon I5 CARLETON H. B-OLIN ATTO c. H. BQLIN AUTOMATIC STEERING SYSTEM June 9, 1953 Filed July 19, 19515 June 9, 1953 c. H. BOLIN 2,641,213

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E N R o T T A Patented June 9, 1953 AUTOMATIC STEERING SYSTEM Carleton H. Bolin, Seattle, Wash. Jessie R. Bolin, executrix of said Carleton H. Bolin, deceased Application July 19, 1945, Serial No. 605,992

16 Claims.

This invention relates to automatic steering systems for steerable craft having rudders, such as aircraft and water craft, and aims primarily to provide an improved system for automatically steering such a craft over a predetermined or set course and for accurately and positively maintaining the same thereon regardless of adverse weather conditions.

Broadly contemplated by the present invention is the provision of an automatic steering system, wherein the rudder of the related craft is continuously oscillated in a comparatively short are of travel, such as a maximum of approximately ten degrees each side of its neutral or amidships position, and wherein such rudder oscillation is utilized for eifecting continuing rudder oscillation.

Another object of the invention is the provision of an automatic steering system adaptable for either electrical or electro-mechanical operation.

A further object of the invention is the provision of a combined automatic and manual steering system, wherein manual steering may be resorted to regardless of whether the auto.

matic steering means is active Or inactive.

A still further object of the invention is the provision of an automatic steering system wherein a predetermined course may be rapidly and expeditiously set or changed.

A still further object of the invention is the provision of a combined automatic and manual steering system, wherein the automatic steering means may be rendered inactive to permit prolonged or protracted manual steering periods, following which automatic steering may be resumed and the related craft will automatically return to its course without re-orientation or new course setting.

A still further object of the invention is the provision of an automatic steering system, which will automatically and quickly return its related craft to its proper course when the same has been moved in azimuth by extraneous forces.

A still further object of this invention is the provision of an automatic steering system embodying automatic means for imparting to the rudder of its related craft continuous oscillations of lesser amplitude and manual means for simultaneously imposing upon the rudder oscillations of greater amplitude.

A still further object of the invention is the provision of a combination steering system, adaptable for automatic power steering, manual power steering, and manual steering.

With the foregoing in view, the invention essentially resides and is more particularly concerned in the provision of an automatic steering system, which in its preferred embodiment is characterized by the employment of power means for continuously oscillating the rudder of the related craft thereof; an oscillating direction device or pilot compass adapted to be oscillated by the rudder; an electrical control unit adapted to be electrically connected to and to be successively energized and de-energized by the direction device, whereby the power means is reversely actuated to impart oscillatory motion to the rudder.

As now contemplated and comprehended by this invention, the power means above mentioned may be either fluid pressure or electrically actuated; the direction device or pilot compass may be located in juxtaposition to the rudder or remotely therefrom, but in either case is interconnected therewith to receive oscillations therefrom, also said direction device may be either automatically or manually operated for course setting or course changing purposes, all of which are to be correlated in the broad aim of enhancing the efficiency of the automatic steering system for the uses and purposes for which it is primarily designed and intended.

The above, and additional objects which will hereinafter be more specifically treated are attained by such means as are shown in the accompanying drawings; described in the following specification and then more clearly pointed out in the claims, which are appended hereto and form part of this application.

With reference to the drawings, in which there are illustrated several embodiments of the invention, and throughout the several views of which like characters of reference designate similar parts:

Figure 1 is a plan view of an automatic steering system comprehended by the present invention, as it would appear when operatively installed within its related craft, which latter is shown in dot and dash lines for clarity of illustration;

Fig. 2 is an isometric view of the automatic steering system, as it would appear detached from its related craft;

Fig. 3 is a vertical medial section, taken on the line 33 of Fig. l, of the directional mechanism for controlling the power steering apparatus, certain parts being shown in elevation for clarity of illustration;

Fig; 4 is a fragmentary inverted horizontal section taken on the line 4--4 of Fig. 3;

Fig. 5 is a fragmentary horizontal section taken on the line 5-5 of Fig. 3;

Fig. 6 is a top plan view taken on the line 6-6 Of Fig. 3;

U Figs. '7 and 8 are fragmentary horizontal sections taken, respectively, on the lines 'i-l and 2!2, and l--l i of Fig. 10;

Fig is a diagrammatic View of the electrical circuits and apparatus of the automatic steeris top plan view of a slightly modified ig. 18 is a vertical medial section taken on the i o l6;

horizontal section taken on line PIA . 20 is an enlarged fragmentary horizontal n taken on line 5Zll28 of Fig. 18;

,s. 21 and are fragmentary vertical sections taken, respectively, on the lines 2|-2l and 22-22 of Fig. 20;

Fig. 23 is a top plan view of another modified type of automatic steering system comprehended by the present invention;

Fig. 24 is a side elevation of with certain parts being shown in vertical axial tion for clarity of illustration;

Fig. 25 is a fragmentary vertical transverse section taken on the line 25-25 of Fig. 23;

Fig. 26 is a fragmentary horizontal section taken on the line ZS-26 of Fig. 24; and

Fig. 27 is a diagrammatic view of the electrical. circuits and apparatus of the automatic steering system shown. in Fig.

Beginning now the more detailed description of the invention by referring more particularly to Figs. 1 to 15,. inclusive, of the accompanying drawings, in Fig. 1 of which is shown in dot and dash lines the outline of a craft or vessel 43 pro vided with the usual binnacle 4 i, said craft being equipped with one type of automatic steering system of the instant invention designated generally by the numeral 42 and embodying a steering wheel 63 connected by steering cables 44 to a power steering unit 35, which in turn is operatively connected to and controlled by a directional mechanism 46, and is similarly connected by a tiller arm ll to a rudder post 48 having a rudder 49 fixedly secured to the lower end portion thereof.

Coming first to a more detailed description of the power steering unit shown in Figs. 2 and 9 to 14, inclusive, wherein the numeral 58 designates a tubular member the end portions of which form and provide power steering cylinders 5| and 52, respectively, said tubular member 50 being normally closed at its ends by threaded caps 53, to the apertured ears 54 of which are attached the thimbled stern ends 55 of the steering cables 4. Mounted for reciprocation within the tubular member intermediate the cylinders 5| and 52 is a crosshead 53, from the ends of which extend, within the cylinders 5| and '52, respectively, piston rods 5! having fluid pressure actuated pistons 58 secured to their outer ends, which pistons are reciprocable within the cylinder 5! and 52 aforesaid, and are preferably of the well known flexible cup type generally employed in fluid pressect 5 storage tank 61.

sure cylinders. Connected to the cylinders 51 and 52 adjacent their outer ends for supplying fluid pressure thereto are flexible pipes or hose 59, which latter at their opposite ends are connected to pipes 80, the other ends of which are interconnected by a transversely disposed fluid pressure supply pipe 6| having solenoid actuated inlet valves 52 and 63, respectively, interposed therein. Connected to the pipe til, at a point between the valves 52 and 63, and extending downwardly therefrom is a fluid pressure supply pipe 64, which is connected the other end thereof to the discharge side of a rotary pump 65 adapted to be belt-driven from a source of power, not shown. A pipe connects the suction side of the pump 5 with a fluid or oil storage tank E1. Bridging or connecting the pipes 60, at points intermediate their length, is a transversely disposed fluid pressure exhaust pipe 58 having solenoid actuated outlet valves 65 and 70, respectively, interposed therein. Connected to the pipe '38 at a point between the valves '59 and ID and extending downwardly therefrom is a fluid pressure exhaust pipe I l, which is connected at its other end to the fluid Connected at one end to the fluid pressure supply pipe 64 and at its opposite end to the fluid pressure exhaust pipe H is a pipe '!2 having a pressure regulating valve 73 interposed therein, whereby excess fluid pressure is exhausted into the tank 51. Also connected to the fluid pressure supply pipe 64 is a pressure gauge 74.

The tiller arm 4'! is adapted to be pivotally connected to the crosshead 56, as by a pivot pin 15, see Fig. 10, and for this purpose the forward end of said tiller arm is bifurcated to normally straddle the mid-length portion of the tubular member 58, as more clearly shown in Fig. '2, said bifurcated end having slots I5 formed therein and said mid-length portion having diametrically opposed slots 1! formed in the walls thereof, which conjointly with a diametrically disposed hole (8 provided in the crcsshead 55 permit mounting of the pivot pin 15 therein, whereby reciprocative movement of said crosshead is imparted as oscillative movement to the tiller arm 41 for effecting steering of the craft, as her inafter more fully described.

Coming now to a more detailed description of the directional mechanism 46 shown in Fig. 2 and Figs. 3 to 8, inclusive, wherein the numeral 19 designates a panel which is rigidly secured, in any well known manner, not shown to a fixed part of the vessel, such as a hull frame, bulk head, or the like, and mounted upon said panel in fixed vertical spaced relation are brackets or bearings '80, which latter are secured thereto by bolts 8|, said brackets at their outer bossed ends being provided with bushings 82, wherein are mounted the shouldered end portions of a verticaily disposed oscillative sleeve 83, said sleeve, at a point substantially midway its length, having a spur gear 8'4 integrally formed thereon, or otherwise fixedly secured thereto, which normally meshes with a rack slidably mounted in a guide 85 fixedly secured, as by cap screws 87, to the panel 79, said rack being maintained in said guide by retaining plates 88, which latter are secured thereto by cap screws 89. The reduced terminal portion 88 of the rack 85, see Fig. 2, is pivotally connected by a pin 9| to one end of a link 92, the other end of which is similarly connected by a pin 93 to the tiller arm 41, at a point thereon adjacent to the rudder stock 48. From the foregoing description, and by referring to Fig. 2, it will be manifest and apparent that the operating link 92 serves and functions to operatively interconnect the power steering unit 45 with the directional mechanism 46, whereby oscillative movement of the tiller arm 41 and the sleeve 83 is simultaneously effected for a reason and purpose hereinafter made more apparent.

The vertically disposed oscillative sleeve 83 is provided at its ends with bushings 94, within which is mounted, adjacent its ends, a vertically and concentrically disposed oscillative hollow shaft 95, to the upper projecting end of which is keyed a spur gear 96 normally meshing with a spur pinion 91 keyed to the shaft 98 of a course orienting, or setting reversible electric motor 99 fixedly secured, as by bolts I00, to a flanged extension IOI integrally formed upon the sleeve 83 contiguous to the upper journal thereof. The reversible electric motor 99 is preferably of extremely low fractional horsepower and has incorporated in its construction suitable speed reduring gears, not shown. Fixedly secured by bolts I02 to the underside of the spur gear 96 is an annular disc of insulation I03, upon the underside of which are mounted slip rings I04 and I05, respectively, and normally in contact with the latter are resilient fingers I06 and I01, respectively, which are fixedly secured by terminal screws I08 and round-headed bolts I09 to a block of insulation IIO mounted upon the upper edge of the panel 19 and fixedly secured thereto by round-headed screws I I I.

Mounted upon the lower projecting end of the vertically disposed hollow shaft 95 is a pilot compass II2, the bail II3 of which is keyed to said lower projecting end, said bail having a gimbal ring I I4 oscillatively mounted in its ends, within which ring is similarly mounted the weighted bowl II5 of the compass, said bowl being broken away in Fig. 3 to show the compass glass cover H6 and the compass card II1 with its correlated compass needles I I8 and pivotally mounted float II9, all of which are of well known construction and in consequence require no further detailed description. Seated in the glass cover and extending therethrough is an axially aligned binding post I20 and similarly seated in and extending through said cover in spaced relation to the post I20 is another binding post I2I. Suitably mounted upon the compass card H1, in insulated relation therefrom, is a substantially T-shaped member or conductor I22, the inner end of which is in contact at all times with the binding post I20, while the outer T-shaped end of same is adapted to intermittently contact the binding post I2I during oscillations of the compass bowl I I5, as will be apparent and manifest. Connected to the binding posts I20 and HI are the lower ends of wires or leads I23 and I24, respectively, which latter extend upwardly through the hollow shaft 95 and emerge therefrom at a point below the spur gear 96, for connection at their upper ends to the slip rings I04 and I05, respectively, all as more clearly shown in Fig. 3.

From the foregoing description taken in connection with the accompanying drawings, it will be noted, that the compass bowl II5 receives oscillative motion from two sources: (First) during course setting and course changing periods, from the reversible electric motor 99, through the spur pinion 91, spur gear 96, hollow shaft 95 and the bail H3; and (second) during steering periods from the oscillating tiller arm 41 through the link 92, rack 85, spur gear 84, sleeve 83, de-

6 energized motor 99, spur pinion 91, spur gear 96, hollow shaft 95 and the bail I I3.

In the diagrammatic view of the electrical circuits and apparatus shown in Fig. 15, the numeral I25 designates an amplifying or vacuum tube having a filament I26, a grid I21 and a plate I28. The slip ring I04 is connected to one terminal of the filament I26 by a wire I29 having a resistance coil I30 interposed therein, while the slip ring I05 is connected to the grid I21 by a wire I3I having a battery I32 interposed therein to furnish electrical energy or voltage for said grid I21. Bridging the wires I29 and I3I, at points thereon intermediate the filament I26 and resistance I30 of the wire I29 and the grid I21 and battery I32 of the wire I3I, is a wire I33 having a grid resistor I34 interposed therein.

Connected to the Wire I29, adjacent the amplifying tube I25, is one end of a power supply circuit I35, the other end of which is connected to the opposite terminal of the filament I26, thereby completing the circuit for the latter, all as more clearly shown in Fig. 15, said power supply circuit I35 having a battery I36 and a main or master switch I31 interposed therein, said 'battery I36 constituting the source of electrical energy for the solenoid actuating valves 62, 63, 69 and 10, also the reversible electric motor 99. The plate I28 of the amplifying tube I25 is connected to the power supply circuit I35, as by a wire I38 having a battery I39 and a sensitive relay I40 in circuit therewith, said battery being adapted to furnish voltage for the plate I28. The sensitive relay I40 is provided with contacts MI and I42, respectively, the former being connected by a wire I43 to the wire I38, while the latter is connected to the power supply circuit I35 by a wire I44 having a solenoid actuated mercury rocker switch I45 interposed therein, which switch is provided with a central terminal I46 also inner and outer terminals I41 and I48, respectively. Said center terminal is adapted to be immersed in the mercury at all times and is connected by a wire I49 to the power supply circuit I35. The inner terminal I41 of the mercury switch I45 is connected by a wire I50 to the central or pivotal pole of a selector switch I5I, while the outer terminal I48 of said mercury switch is connected by a wire I52 to a similar pole of a selector switch I53. Bridging the power supply circuit I35 and the wire I50 is a wire I55 having an indicator or tell-tale light I56 interposed therein, and similarly bridging the power supply circuit I35 and the wire I52 is a wire I51 also provided with an indicator light I58.

The selector switch I5I is provided with contacts I59 and I60, respectively, the former being connected to the reversible pilot compass motor 99 by a wire I5I, while the latter is connected to the power supply circuit I35 by a wire I62 having a two-point make push button switch I63 interposed therein. The selector switch I53 is similarly provided with contacts I64 and I55, respectively, the former being also connected to the reversible pilot compass motor 99 by a wire I66, while the latter is also connected to the power supply circuit I35 by a wire I61 similarly provided with a two-point make push button switch I58.

The numeral I69 designates a wire connecting the power supply circuit I35 with the wire I62, said wire I69 having a solenoid I10 interposed therein for effecting periodic actuation of the fluid pressure inlet valve 62.

Connected at its ends to the wire I 59, at a point intermediate the control wire I35 and the solenoid I10 and also at a point intermediate said solenoid and the wire I52, is a wire I'II having a solenoid I12 interposed therein for effecting periodic actuation of the fluid pressure exhaust or outlet valve 69 simultaneously with the actuation of the inlet valve 62. Connected at one end to the wire I61 and at its opposite end to the wire IE9 is a wire I it! having a solenoid I14 interposed therein for periodically actuating the fluid pressure inlet valve 53. Tied into the wire I13, at a point thereon intermediate the wire I51 and the solenold I14, is one end of a wire I15, the other end of which is tied into the power supply circuit I35, said wire H5 having a solenoid I76 interposed therein for periodically actuating the fluid pressure exhaust or utlet valve 15 simultaneously with the actuation of the inlet valve 63. To complete the circuit of the reversible pilot compass motor 28, a wire IT! is provided which connects said motor to the wire IE9.

For a clearer and readier understanding of the functions of the various units of the electrical apparatus just described, it to state: (1) the pilot compass IE2 is the directional device which automatically controls the power steering means of the system, and the reversible electric motor 99 carried by said pilot orients the compass bowl I I5 to the desired course and/or is used when changing from one course to another, but aside from these uses such motor does not operate; (2) the amplifying or vacuum tube I25, the sensitive relay I60 and the rocking solenoid mercury switch I45 form and constitute a control unit, whereby the relatively minute current flowing through the electrical contacts of the pilot compass H2 is amplified until it is of sufficient magnitude to successively operate the solenoid actuated inlet and exhaust that said switch is in the position indivalves 82, E3, 69 and I8; (3) The selector switches S5I and I53 in one of their closed positions direct current to the motor 99 for orienting or course setting purposes and in their other closed position direct current to the solenoid valves 62, 83. 69 and EB during automatic steering periods; (4) The push button switches I83 and I68 are provided for manual controlled power steering, as and when desired, the switch IE3 being adapted to actuate the solenoid valves 52 and 58,

while the switch It!) actuates the solenoid valve 53 and HI; (5) The tell-tale or indicator lights I56 and I53 serve to indicate when orientation of the pilot compass H2 is completed, and also serve to indicate proper functioning of the solenoid valves 62, 63, 69 and Ill during automatic steering periods; and (6) The master switch :3! in the power supply circuit I obviously renders the automatic steering system active or inactive.

In the present automatic steering system, the master switch I37, the selector switches I5I and I53, the push button switches I63 and I58, and the tell-tale lights I55 and I58 are preferably assembled or mounted on a control panel, not shown, which latter is located in the most accessible and convenient position for the operator, while the control unit comprising the amplifying tube I25, the sensitive relay I and the solenoid mercury switch hill is located in any available space on the craft.

In the operation of the automatic steering system herein shown and described, the pump 85, which is normal. driven by the main engine of the related craft, is started to build up the may be well 1'1:

, of the compass bowl II 5.

oil pressure in the system to the setting of the pressure regulating valve 13, the craft meanwhile belng manually steered, by the wheel 43, until it is approximately on the predetermined course, at which time the pilot compass bowl H5 is oriented to said course by closing the master switch I31 and by closing the selector switches I5I and I53 in the motor position, all as indicated by dotted lines in Fig. 15, whereupon current flows to the reversible motor 99 causing it to rotate the compass bowl H5 until the binding post I2I carried thereby makes contact with the T-shaped conductor I22, on the compass card II'I, thus completing orientation However, closing of the circuit by the post I2I and the conductor I22, actuates and rocks the solenoid mercury switch I causing reverse rotation of the motor 59 and the compass bowl II5, thus opening the circuit, by breaking contact between the post I2I and the conductor I22, which again causes rocking of the solenoid mercury switch I45 and reverse rotation of the motor 98 and the compass bowl II5 until the binding post I2I again contacts the conductor I22, thus completing a cycle of operation, a. series of succession of which sets up oscillatory motion of the compass bowl II5 through a few degrees of arc, which motion will continue until the selector switches I5I and I5?! are moved to the steering position indicated in '1 inlet and exhaust valves 62 and 69, or to the solenoids I'M and I16 of the inlet and exhaust valves (:3 and I'll, depending upon the position of the solenoid mercury switch I45. However, for purposes of the present description it is ascated in full lines of Fig. 15, in which event, the solenoids I and I72 will be energized and their correlated inlet and exhaust valves 82 and 69 will be fully open, thereby admitting 3 fluid pressure to the power steering cylinder 5| and simultaneously therewith displacing the fluid in the power steering cylinder 52 and exhausting same to the fluid storage tank 81, the resultant movement of the pistons 58 and their correlated crosshead 52 swings the tiller arm 41 to starboard, thereby longitudinally moving the link 92 and the rack in the same direction, thus causing partial rotation of the gear 84 and its correlated sleeve 83, which rotation is transmitted, in a manner hereinbefore described, to

the pilot compass bowl II5, whereat the T- shaped conductor I22 contacts the post I2I, thus reversing the solenoid mercury switch I45 and in consequence ale-energizing the solenoids I10 and H2 to close the inlet and exhaust valves 62 and t9, and coincidently therewith energizing the solenoids I14 and I16 to fully open the inlet and exhaust valves 63 and ID, thereby admitting fluid pressure to the power steering cylinder 52 and displacing the fluid in the power steering cylinder SI and exhausting same to the fluid storage tank 61, the resultant movement of the pistons 58 and the cross-head 52 swings the tiller arm to port, with the consequent longitudinal movement of the link 92 and rack 85 in the same direction, thus reversely rotating the gear 84, sleeve 83 and pilot compass bowl II5 causing breaking of contact between the T-shaped conductor I22 and the post IZI, thereby reversing the solenoid mercury switch I 45 with the resultant de-energizing of the solenoids I14 and I16 and the re-energizing of the solenoids I10 and I12, thus completing a full cycle of operation. Obviously, therefore, repetition of such a cycle sets up continuous 'oscillationof the tiller arm 41 and its correlated rudder 49, which oscillation will continue as long as desired.

Should some external force, such as a wave, wind, tide rip, or the like, tend to change the course of the craft, or move the same in azimuth, the pilot compass H2 will cause the solenoid valves then operating to remain open, thereby prolonging pressure upon the related piston, thus temporarily suspending normal and uniform rudder oscillations, in order to turn or move the rudder 49 a greater number of degrees in the direction necessary to return the craft to its original course setting.

When it is desired to change the course, for any reason, one of the selector switches II or I53 is moved from its steering position to its motor position, to energize the motor 99 for orienting the pilot compass Iii. upon the new course, or in effect turning said compass through an angle equal to the desired change in course, following which the affected selector switch is returned to its steering position, thus de-energizing the motor 99.

From the foregoing description and by re- 1 ferring to the accompanying drawings, it will be manifest and apparent, that the operator may at any time change the course of the craft by resorting to manual steering, as for example, the steering wheel 43 may be turned sharply to port or starboard, to avoid hitting a floating object, this without affecting or disturbing the automatic steering action in any way, and when the course has been changed sufficiently to avoid such object the former course may be resumed by returning the steering wheel 43 to its midposition.

In the event a protracted or prolonged departure from the set course is desired during which execution of various maneuvers are contemplated with an eventual return to the original course, the master switch I3! is first opened to render the automatic steering system inactive, the various maneuvers are then carried out manually with the steering wheel 43, and upon completion of same the latter is returned to its mid-position, following which the master switch I3! is closed to again render the automatic system active. Since the orientation of the pilot compass H2 was not changed, either before or during the aforesaid maneuvers, the craft will automatically resume its previous set course.

Should the operator desire to resort to manual power steering, for any reason, the master switch I31, and the selector switches I 5I and I53 are opened, after which the operator presses either the push-button switch I53 to energize the solenoids I'm and I72 or the push-button switch I 68 to energize the solenoids I14 and I16. Pressing of the switch I63 causes the tiller arm 4! and the rudder 49 to swing to starboard, while pressing of the switch I68 causes said arm and rudder to swing to port. Manifestly, during manual power steering periods no continuous or uniform oscillative movement of the rudder 49 is produced, as obtains during automatic steering periods, inasmuch as the operator presses the push-buttons I63 and I68 only when the occasion demands.

In the present automatic steering system, timing of the oscillation cycle, and the amplitude of rudder oscillation, may be readily varied according to the type of craft within which it is installed, as for example, by raising or lowering the oil pressure and/or by changing the location of the pivot pin 93 on the tiller arm 41. Further, it should also be noted and observed, a complete or closed cycle of operation obtains in the present system, i. e., the power steering unit 45 oscillates the tiller arm 41 and rudder 49, and in turn the tiller arm oscillates the pilot compass II2 of the directional unit 46, which compass in turn energizes the control unit, by and through which actuation of the power steering unit 45 is regulated.

While I have herein shown and described the pilot compass I I2 as being located in close proximity to the tiller arm 4'! for oscillation thereby, through the pinion 84- and rack 85, I desire to have it understood, that such arrangement is merely by way of illustration, inasmuch as such pilot compass may be remotely located from said tiller arm, while still being operatively connected thereto, in any well known manner, for oscillation thereby. In this connection, it may be stated, in some instances, it has been found desirable in practice to locate the pilot compass I I2 in the pilot house of the related craft, in which event, the reversible electric motor 99 may be dispensed with and the pilot compass oriented by hand.

In the present disclosure I have shown and described the automatic steering system as being hydraulically operated, but I desire to have it understood that such system may be and is readily adapted for operation by air, steam or vacuum.

In the slightly modified type of directional and power steering apparatus of my automatic steering system shown in Figs. 16 to 22, inclusive, the numeral 2m) designates a rudder post, to the lower end portion of which is fixedly secured, in any well known manner, a rudder 2M, and upon the upper end portion of which is operatively mounted the combined power steering unit 282 and directional mechanism 203 of the automatic steering system hereinafter described.

The power steering unit 202 essentially consists of a quadrant-shaped casing or housing 204, open at its upper and lower ends, which latter are normally closed and sealed by similarly shaped top and bottom covers 205 and 206, respectively, and are adapted to be fixedly secured thereto, as by cap screws 201, said top and bottom covers being provided with stuiling boxes 20.8 and 209, respectively, substantially in the manner illustrated in Fig. 18. In the present construction, it is to be noted that the casing 204 and its correlated covers 205 and 296 are mounted upon the rudder stock 200 for free oscillative movement thereon, and in this connection, it should also be noted, that the upper shouldered end of the main body portion of said rudder stock normally seats within an axially aligned recess 2H] formed within the inner face of the top cover 205, from which the reduced upper end portion 2 of the rudder stock 200 extends upwardly through the stuffing box 208, said portion 2 having upon its outer or projecting end a toothed quadrant or segmental gear 2I2 keyed or otherwise fixedly secured thereto, for a purpose hereinafter more fully set forth.

The power steering unit 202 is adapted to be connected to the vessels steering wheel, not

shown, as by steering cables 2I3, the crossed aft or stem end portions of which normally seat respectively within vertically spaced peripheral grooves 2 I4 formed in the arcuate or curvilinear end of the casing 204, see Figs. 16, 17 and 13, and wherefrom the terminals of said cables extend through eyes 215 integrally formed upon the radially disposed sides of the casing 204 and are clamped therein by cap screws 2 I6.

Rigidly seated at one end within the rudder stock 20 and extendin radially therefrom for free or independent oscillative movement within the casing 204 is a fluid pressure actuated vane 2I1 provided upon the sides thereof with fluid pressure sealing means consisting of rectangular dish-shaped flexible sealing members 2I8, fabricated from rubber, neoprene or other suitable composition, said members being fixedly secured or clamped upon the sides of the vane 2I1 and maintained in sealing relation with the rudder stock 20.0, the casing 224 and its correlated covers 205- and Zoe by rectangular retaining plates 2I9 and fiathead machine screws 220, see Figs. 20 and 21, wherein it will also be noted, that the rudder stock 200 conjointly with the vane 2II divide the interior of the casing 204 into port and starboard fluid pressure chambers 22! and 222, respectively, which are connected by flexible pipes or hose 223 to any suitable source of fluid pressure and controls therefor, not shown, whereby oscillative movement of the vane ZI'I within and relative to the casing 284 is effected.

Coming now to amore detailed description of the directional mechanism 203 which, in the present instance, in order to provide an extremely compact automatic steering apparatus is preferably mounted upon or combined with the power steering unit 202, substantially in the manner illustrated in Fig. 18, said directional mechanism 203 having a vertically disposed base housing 224 adapted to be centrally disposed. upon the upper face of the top cover 205 and to be fixedly secured thereto by cap screws 225. R0- tatively and concentrically mounted within the base housing 22 is the lower portion of a cylindrical journal 5225 having an integral periph eral flange 22'! adapted to be normally interposed for rotation between upper and lower ball bearing rings 22% and 229, respectively, also concentrically mounted within said housing 224, said journal and ball bearing rings being maintained in operative relation within the housing 224 by a retaining ring plate 230 fixedly secured to the upper face of same by round-head machine screws 23I.

Concentrically seated at its lower internally shouldered end upon the upper end of the cylindrical. journal 225 and extending upwardly therefrom in axial prolongation thereto is a cylindrical casing or housing 232, which casing is fixedly secured to said journal for rotation therewith, as by round-head screws 233. Integrally formed upon the periphery Of the cylindrical casing 232 adjacent the lower end thereof is a spur gear 234 adapted to normally mesh with the toothed quadrant 2I2, whereby oscillative movements of the rudder stock 200 and the cylindrical casing 232 is simultaneously effected for a purpose hereinafter set forth.

Concentrically disposed within cylindrical casing 232, substantially midway the height thereof, and integrally connected thereto, as by ribs or webs 235, is a sleeve 236, within the enlarged upper and lower ends of which are housed ball bearings 231 and 233, respectively, with their iii related oil seals 239 and 240, respectively. Journalled for rotation in the bearings 231 and 236 is a vertically disposed hollow shaft 24I, upon the lower projecting end of which is keyed, or otherwise fixedly secured, a pilot compass 242 identical in construction and function to that hereinbefore shown and described for the pilot compass I I2, and in consequence is provided with a central binding post 243 and a second binding post 244 spaced therefrom, corresponding to the binding posts I20 and I 2I, respectively, of said pilot compass II2. Connected to the binding posts 243 and 244 are the lower ends of wires or leads 245 and 246, respectively, which wires extend upwardly through the hollow shaft MI and emerge therefrom, at a point intermediate a spur gear 241 and an insulating cylinder 248, both of which are keyed, or otherwise fixedly secured, in vertical spaced relation to the upper projectend of said hollow shaft I, all as more clearly shown in Fig. 18, said insulating cylinder 246 having slip rings or conducting bands 24!! and 250, respectively, mounted or seated upon the periphery thereof in vertical spaced relation, to which slip rings the upper ends of the wires 245 and 246 are respectively connected.

Normally in contact with the slip rings 249 and 250 are resilientv fingers or brushes 25I and 252, respectively, which are fixedly secured by erminal screws 253 and round-head machine screws 254 to an insulating base 255 fixedly secured by round-head machine screws 256 to the interior of the cylindrical casing 232 adjacent the upper end thereof and in the horizontal plane of the insulating cylinder 248.

Normally in mesh with the spur gear 241 is a spur pinion 251 keyed to the shaft 258 of a reversible electric motor 259 fixedly secured, as by bolts 260 to the interior of the upper offset squared portion 26I of the cylindrical casing 232, see Fig. 18. The reversible electric motor 259 is preferably of extremely low fractional horsepower and has incorporated in its construction suitable speed reducing gears, not shown.

The cylindrical casing 232 is provided at its upper offset squared end with a similarly shaped cover or closure 262 having an opening 263 formed therein, wlierethrough the several electrical wires or conduits of the directional mechanism 203 are adapted to pass, all as more clearly illustrated in Figs. 16 and 18, said cover 262 being fixedly secured to said casing 232 by roundhead machine screws 264.

The power steering unit 202, in the present instance, is preferably equipped for hydraulic operation with the same fluid pressure Supply system including the solenoid actuated inlet and outlet valves, as that shown in Fig. 2 and hereinbefore described for the power steering unit 45, also the directional mechanism 203 similarly is preferably equipped with the same electrical circuits and apparatus, as that shown in Fig. 15 and hereinbefore described for the directional mechanism 46, hence the wires 265 and 266, respectively, connected through the terminal screws 253 to the resilient fingers 25I and 252, correspond to the wires I29 and I3I shown in Fig. 15, and the wires 261, 268 and 269, respectively, connected to the reversible electric motor 259 correspond to the wires I6I, I66 and I11 connected to the reversible motor 99, all as shown in Fig. 15.

In the operation of the slightly modified type of automatic steering system above described, the pilot compass 242 is oriented by the reversible electric motor 259, in the identical manner and for the same purpose as that hereinbefore described for the orientation of the pilot compass H2 by the reversible electric motor 09. As obtains in the previously described system, following compass orientation, fluid pressure is alternately admitted to and exhausted from each side of the quadrant-shaped casing 204 for effecting oscillation of the vane 2|! therein and relative thereto, such oscillation being directly imparted to the rudder stock 200 and hence to the rudder I and the toothed quadrant 2l2, which latter meshing with the spur gear 234 effects oscillation of its related cylindrical casing 232, and such cylindrical oscillations are imparted to the pilot compass 242, in an obvious manner, to thereby effect make and break contact of the post 244 with its related conductor member, thus energizing and deenergiring the control unit of the system and in turn alternately actuating the solenoid valves of said system for alternately admitting fluid pressure to and exhausting the same from each side or" the quadrant-shaped casing 204, whereby continuing oscillation of the vane 2|! is efiected during automatic operation periods.

It will be manifest and apparent from the foregoing description taken in connection with the accompanying drawings, that the slightly modified form of automatic steering system is capable and adaptable for performing all the functions of the system previously shown and described, such as, automatic power steering, manual power steering, and manual steering. The particular fied type of automatic steering system is that it is more compact and takes up much less space in its related craft, where in most instances space is at a premium.

In another modified type of directional and power steering apparatus of my automatic steering system shown in Figs. 23 to 27, inclusive, the numeral 300 designates a rudder post having a rudder fixedly secured to the lower end por tion thereof and having a tiller arm 302 similarly secured to the upper end of same, said tiller arm having a bifurcated forward end 303 provided with longitudinally disposed slots 304 open at their outer ends, as shown more clearly in Fig. 25.

In Fig. 23 the numeral 305 generally designates the electrically operated power steering unit of the system, said unit having a travelling nut 306 adapted to be straddled by and operatively connected to the bifurcated forward end 303 aforesaid, and for this purpose said nut is provided with trunnions 30'! journalled for oscillation in grooved bushings 330 slidably mounted within the slots 303 of said bifurcated end 303.

The travelling nut 303 is mounted upon and threadedly engages a screw-shaft 309 journalled in anti-friction bearings 3l0 housed in vertically disposed brackets 3H fixedly secured to a channel-shaped support member 3l2, as by bolts 313. The screw-shaft 309 at one end extends through its related bearing 3l0, whereat it is connected by a coupling 3l4 to reversible electric motor 3H5 for rotation thereby, said motor being also fixedly secured to the channel-shaped member 3l2, as by bolts 3H5. The channelshaped support member 3l2 is provided at its ends with apertured ears 3, to which are attached the thimbled stern ends 3l8 of steering cables 3!!! connected at their forward ends to the vessels steering wheel, not shown.

advantages of this slightly modi-' The power steering unit 305 is adapted to be operatively connected to a directional mechanism 320, which latter is shown diagrammatically in Fig. 27, and for purposes of this disclosure is substantially identical in construction and function, as the directional mechanism 46 hereinbefore shown and described. In the present instance the power steering unit 305 is specifically interconnected with the directional mechanism 320 by a link 32l pivotally connected at one end, as by a pin 322, to the tiller arm 302, at a point thereon substantially midway the length thereof, and to be connected at its opposite end, not shown, to the directional mechanism 320 in the identical manner to that herein shown and described for the link 92 interconnecting the power steering unit 45 and directional mechanism 46.

In Fig. 27 are diagrammatically illustrated the electrical circuits and a paratus for the modified type of electrically operated type of automatic steering system, which circuits and apparatus are substantially identical to those shown in Fig. 15 and hereinbeiore described for the fluid pressure actuated types of automatic steering systerms, with this exception that the reversible electric motor M5 is substituted for the solenoid actuated inlet and outlet valves 62, 33, 69 and 00, hence, the numeral 323 designates a com pass card carrying a T shaped conductor member 324 in insulated relation therefrom, and the numerals 325 and 326, respectively, designate binding posts mounted in their correlated compass glass, not shown, in the same manner as hereinbefore described for the binding posts I20 and IN, said binding post 325 being normally in contact with the inner end of the T-shaped member 324, while the outer arcuate end of said member intermittently contacts the binding ost 326 during oscillations of the pilot compass 320. The binding post 325 is connected by a wire or lead 327 to a slip ring 328, while a wire 329 connects the binding post 326 with a slip ring 330.

The numeral 33! designates a vacuum tube having a filament 332, a grid 333 and a plate 334. A wire 335 having a resistance 336 connects the slip ring 328 with one terminal of the filament 332, while a wire 33'! having a battery 330 in circuit therewith connects the slip ring 330 with the grid 333, which latter receives electrical energy from the battery 338. A bridge wire 330 having a grid resistor 340 connects the wires 335 and 337 at points thereon intermediate the filament 332 and resistance 336 of the wire 335 and the grid 333 and the battery 338 of the wire 331.

The numeral 34l designates the power supply circuit connected at one end to the wire 335 adjacent to the vacuum tube 33I and at its other end is connected to the opposite terminal of the filament 332, thus completing the circuit of the latter, said power supply circuit having a battery 342, and a main or master switch 343 interposed therein, said battery being provided for supplying electrical energy for the power steering motor 3| 5.

The plate 334 of the vacuum tube 33! is connected to the main wire 34! by a wire 345 having a plate voltage battery 346 and a relay switch 341 in circuit therewith. The relay switch is provided. with contacts 338 and 349, respectively, the former being connected to the wire 345 by a wire 350, while the latter is connected to the main wire 34! by a wire 35! having a solenoid actuated mercury rocker switch 352 interposed therein, said switch having a central terminal 353 also inner and outer terminals 354 and 355, respectivel The central terminal 353 is adapted to be immersed in the mercury at all ti es and is connected to the main wire 34! by a wire 356, while the inner terminal 354 is connected. by a wire 35'! to the pivotal pole of a selector switch 352, and the outer terminal 355 is connected by a wire 359 to the similar pole of a selector switch 35 A bridge wire 36i having an indicator or tell-tale light 362 connects the main wire 34! with the wire 35?, and a bridge wire 353 having a similar light 364 connects the main wire 34-5 with the wire 359.

The selector switch 358 is provided with con- 'tacts 365 and respectively, the former being connected by a wire 381 to a low fr ctional horsepower reversible electric motor 353, of the pilot compass, not shown, while the latter is connected to the main wire (Mi by a wire 369 having a two-point maize push button switch 310 in circuit therewith. The selector switch 360 is similarly provided with contacts 311 and 312, respectively, the former being connected by a wire 3T3 to the reversible pilot compass motor 368, while the latteis connected to the main wire 34! by a wire 3Y4 similarly provided with a two-point make push button switch 315. The reversible pilot compass motor 358 is also connected by a wire 3Y6 to the main wire 34!, whereby said motor receives electrical energy from the battery 342.

The motor of the power steering unit 35:5 is connected by a wire 31'! to the wire 376, whereby it also receives electrical energy from the battery 352, said motor being also connected by a wire illB to the wire 369 and by a wire 379 to the wire 314, so that the circuit of same is completed when the switch 358 bridges the contact the and the switch 360 bridges the contact 3-12.

In view of the fa ct that the construction and operation of the electrical apparatus shown in Fig. 2'? is identical to that shown in Fig. 15, with the exception of the power steering motor 3l5 and its correlated tiller arm oscillatin mechanism, it is thought that a description of the operation of the latter will suffice for a ready understanding of the operation of the modified type of automatic steering system last described.

During automatic steering periods, the power steering motor Sid is continuously and reversely rotated, causing the swivel nut 396 to reciprocate upon the reversely rotating screwshaft 309, thus causing oscillation of the tiller arm 302 and rudder 39!, the link Ell to the pilot compass 320 for effecting continuing reverse rotation of the motor 315.

The above described automatic steering system is also adaptable for hand power steerin and manual steering, the last mentioned during either active or inactive periods of automatic steering.

In conclusion, it should be carefully noted and observed, that a highly important feature of the present invention, which is common to the several automatic steering systems herein disclosed, is the imparting to the related craft rudder continuous oscillations of lesser amplitude, and c0- incidentally therewith imposing upon said rudder oscillations of greater amplitude.

Man estly, therefore, the automatic steering systems of the present invention, in any of the forms herein disclosed, are comparatively simple and inexpensive, are easy to install, are capable of accurate steering and do not require any which oscillation is transmitted by 16 special skill or qualification on the part of the operator.

While I have herein shown and described the inven ion with sufficient detail to enable those skilled in the art to understand the mode of construction and the principles involved, it is to be understood that there is no intentional limitation herein to the specific forms and precise details of construction of the invention shown and described except as expressly defined by the appended claims, and it is further understood that various modifications of such construction may be resorted to without departing from the spirit of the invention or the benefits derivable therefrom.

What I claim as my invention and desire to secure by Letters Patent, is:

l. The combination with a steerable craft having a rudder and a rudder stock, of automatic steering means comprising a tiller arm fixedly secured at one end thereof to said rudder stock; a fluid pressure power cylinder operatively supported adjacent the opposite end of said tiller arm; a reciprocative piston in said cylinder adapted to be connected to said tiller arm for continuously oscillating the same; fluid pressure means for actuating said piston; fluid pressure control valves interposed in said supply means; a magnetic pilot compass having a compass bowl interconnected with and continuously oscillated by said tiller arm; course orienting means for said compass bowl; electrical contact means carried by said compass bowl and operable upon orientation of the same; an electrical control unit in circuit with said contact means whereby said unit is successively energized and de-energized during periods of compass bowl oscillation for effecting sequential actuation of the fluid pressure control valves aforesaid, and means operable both durin active and inactive automatic steering periods for manually steering the craft.

2. In an automatic steering system for a steerable craft having a rudder; fluid pressure actuated power steering means connected to the rudder for continuously oscillating said rudder; an oscillative magnetic compass directly connected to said rudder for continuous oscillation thereby; and electrical control means including electrically operated valve means connected with and responsive to the oscillations of said magnetic compass for regulating the direction of fluid pressure flow to said power steering means whereby continuous oscillations are imparted to the rudder connected therewith.

3. In an automatic steering system for asteerable craft having a rudder; fluid pressure actuated power steering means connected to the rudder for continuously oscillating said rudder; a source of fluid pressure including pressure regulating means; an oscillative magnetic pilot compass directly connected to said rudder for continuous oscillation thereby; and electrical control means including a sensitive relay connected with and activated and deactivated by the oscillations of said magnetic pilot compass, a back contact relay activated and deactivated by said sensitive relay and electrically operated valve means activated and deactivated by said bac: contact relay for regulating the direction of fluid pressure How from said source to said power steering means whereby continuous oscillations are imparted to the rudder connected therewith.

4. The combination, in an automatic steering system for a steerable craft having a rudder, of power steering means connected to said rud- 17 der; directional means directly connected to said rudder for automatically activating said power steering means to effect continuous rudder oscillation; manual means connected to the power steering means for activating said power steering means to actuate said rudder: and means connected to said rudder for efiecting additional manual actuation thereof.

5. In an automatic steering system for a steerable craft having a rudder; power steering means connected to said rudder; automatic means for activating said power steering means whereby substantially uniform oscillations of a relatively minor amplitude are continuously impressed upon said rudder to normally hold the craft upon its course; means for manually activating said power steering means whereby movements of greater amplitude are impressed upon the rudder and are superimposed upon said minor amplitude oscillations; and manual means connected to said rudder for impressing thereon movements of major amplitude simultaneously with said minor amplitude oscillations.

6. In an automatic steering system for a steerable craft having a rudder, comprising power steering means directly connected to said rudder for imparting thereto continuous oscillations to effect automatic power steering of the craft; directional means including an oscillative magnetic pilot compass connected to and operable by the continuously oscillating rudder for activating and controlling said power steering means while the craft is being automatically steered; and manually operable steering means functionally connected to the rudder through the agency of said power steering means for efiecting manual steering of the craft independently of or simultaneously with the functioning of the power steering means of the same.

7. The combination as defined in claim 6, in which the directional means includes course setting and changing means for the oscillative magnetic pilot compass.

8. In an automatic steering system for a steerable cra ft having a rudder, comprising power steering means directly connected to said rudder for imparting thereto continuous oscillations to effect automatic steering of the craft; directional means including an oscillative magnetic pilot compass connected to and operable by the con tinuously oscillating rudder; an electric controlling unit associated with and responsive to the oscillations of said magnetic pilot compass whereby said power steering means while the craft is being automatically steered is reversely activated for effecting continuous oscillation of the craft rudder; and manually operable steering means functionally connected to the rudder through the agency of said power steering means for efiecting manual steering of the craft either independently of or simultaneously with the functioning of the power steering means of the same.

9. The combination as defined in claim 8, in which the directional means also includes reversible mechanism connected to the oscillative magnetic pilot compass for orienting the latter to the desired course and for changing from one course to another.

10. The combination as defined in claim 8, in which the directional means also includes a reversible electric motor connected to the oscillative magnetic pilot compass for orienting the latter to the desired course and for changing from one course to another.

11. The combination as defined in claim 8, in

which the electric controlling unit includes an electric circuit, a relay in said circuit connected to the oscillative magnetic pilot compass, which relay is responsive to the oscillations of said pilot compass; and a solenoid-operated mercury switch in said circuit and controlled by said relay for reversely actuating the power steering means during automatic steering of the craft to thus impart continuous oscillations to the craft rudder.

12. The combination as defined in claim 8, in which the electric controlling unit includes an electric circuit, a sensitive relay in said circuit connected with the oscillative magnetic pilot compass for activation by the oscillations of the latter; and. a back contact relay in said circuit activated and deactivated by said sensitive relay for reversely actuating the power steering means during automatic steering of the craft to thus impart continuous oscillations to the craft rudder.

13. The combination as defined in claim 8, in which make and break contacts are carried by the oscillative magnetic pilot compass and are connected to the electric controlling unit for reversely activating the latter when alternately opened and closed by the oscillations of said compass.

14. The combination as defined in claim 8, in which the oscillative magnetic pilot compass is electrically oriented and the electric controlling unit includes an electric circuit, and a pair of selector switches in said circuit, each of said switches having a neutral position, a closed com pass position for eifecting compass orientation and a closed steering position for efiecting auto matic activation of the power steering means of the craft.

15. The combination as defined in claim 8, in which the oscillative magnetic pilot compass includes a reversible compass orienting motor and the electric controlling unit includes an electric circuit, a pair of selector switches in said circuit, each of said switches having a neutral position, a closed motor position for effecting activation of said orienting motor and a closed steering position for effecting automatic activation of the power steering means of the craft; and a tell-tale light in said circuit for each of said selector switches.

16. The combination as defined in claim 8, in which the electric controlling unit also includes an electric circuit, and a pair of push button two point make switches in said circuit for efiecting manual power steering of the craft.

CARLETON H. BOLIN.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 856,338 Crosby June 11, 1907 1,079,193 Stevenson Nov. 18, 1913 1,332,302 Patterson Mar. 2, 1920 1,360,325 Simmon Nov. 30, 1920 1,603,867 Rogers Oct. 19, 1926 1,818,103 Sperry Aug. 11, 1931 1,835,453 Bahl Dec. 8, 1931 2,068,065 Neubert Jan. 19, 1937 2,089,914 Freeman Aug. 10, 1937 2,095,031 Holmes Oct. 5, 1937 2,102,513 Chance Dec. 14, 1937 2,140,037 Swisher Dec. 13, 1938 2,337,589 Chance Dec. 28, 1943 2,401,771 Nye June 11, 1946 

